Turbine installations for ship propulsion.



C. A. PARSONS. R. J, WALKER, S. S.,CO()K (:2 L M. DOUGLAS.

TURBINE INSTALLATION FOR SHIP PROPULSION.

APPLICATlON YILED MAYKL 1916 Patented 00?. 15, MN.

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TURBINE INSTALLATION FOR SHIP PROPULSION.

APPLICATION FILED MAY 3I. IQIU Patented Oct. 15, I918 5 'SHEEIS--SHEEI a a I.

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C. A. PARSONS.'R. l. WALKER, S. S. BOOK & L. M. DOU

TURBINE INSTALLATION FOR SHH PROPULSION.

APPLlCATlOH FILED MAY 31.18MB

Patented Oct. 15, 1918.

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C- 'AJPAHSONS. R. J. WALKER, S. COOK & L. M. DOUGLAS.

I TURBINE INSTALLATION FOR SHIP PROPULSION. APPLICATION FILED MAY 31. ms 1,281,824, Patented Oct. 15, 1918.

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APPLICATION FILED MAY 3|. I9I6 m a I I qiIIJ II III llil .IIIIFI .IlI rnIr L n IIIl III I c. A. PARSONSI R. 1. WALKER, s. s. COOK & L. M. D GLAS. TURBINE INSTALLATION FOR S HIP PROPULSION.

Invcniors:

Charles A.Par.sons, Stanley 5. Cook); ReberiJ Wallfien Q %Louis lvg gDou glasswam/1, wai d e IIEi WHHUHIM w nowu A III--- I J I v wfifimmw ww W Mu I Q 10 VI 1:

uisrrnio sra ras m'tm vrmu I is. w l K .iLuJF CHARLES ALGEBNOE FARSONS, 0F IQE'W'CASTLE-UFGN-TYNE, ANY. 303E231 JGHfE-l' WALKER, STANLEY SMITH COfiK, AND LUUIS MGR'QIMER DOUGLAS, 9F 'W'ALQLD END, ENGLAND; TO SAID PARSONS.

TURBINE LESTALLATISNS FOP,

SAID WIALKER, SAID CQOK. AND SALT DCEUGLAS ASSIGNQRS SHIP PRGP'ULSIGTLT.

Eigeeifieatien of Letters Patent.

Entented llet. 3.5, 1915..

Application filed Kay 31, 191$. Serial r30. 106,992.

To all whom it may concern:

. Be it known that we. The Honorable Sir GIL-\RLES Anesunon PARSONS, K. C. B, of Heaton Works, Newca stle-upon-Tyne, in the county of Northumberland, England, ROBERT Jenn ll'atnnn, STANLEY Smrn (100K, and Lotus hion'rmnn DOUGLAS, all of Turhinia \Vorks, lVallsend-upon-Tyne, in the county of Northuniherland, England, all suhj ects of the King of Great Britain and Ireland, have invented certain new and useful Improvements in and Relating to Turbine. Installations t'or Ship Propulsion, of Which the following is a specification.

The present invention relatesto turbine installations for ship propulsion of the type in which the ratio at the revolutions of a main tin-hine to therevolutions of the propeller it drives differs at. low power from the ratio at full power.

Such installations are disclosed, for example, in United dtates specification Serial No. 51,495.

in all the arrangements disclosed in the above application, in which full power gearing: is provided, the full power gearing is described.

Referring to the accompanying diagrammatic drawings Figure 1 is a plan of an engine room, showing a single shaft installation embodying one form of the present invention.

Fig. 2 illustrates a modification in which a cruising turbine is employed.

Fig. 3 illustrates a modification similar to the form of the invention shown in Fig. 1,

but in which both the high and low pres-.

sure turbines operate at all times through gearing. l

F g. 4 illustrates a third modification in with a high pressure, low

, feet accordin to one form. and

tion similar to that shown in 8, but in which high, intermediate and. low pressure turbines are provided.

Fig. 19 illustrates a seventh modification, in which a two-shaft installation is provided on one shaft'with turbines and gearing similar to that described with reference to Fig. 2, while the other shaft is provided pressure and cruising turbine, the high pressure and cruising turbines operating the propeller shaft through gearing, and the low pressure turbine directly.

Fig. 11 illustrates an eighth modification.

showing a similar installation to that illustrated in Fi 10, except than t low pressure turbines on both shafts operate through gearing.

Fig. illustrates a ninth modification, in which an installation similar to that illustrated in Figs. 5 an 6 is employed. except that thendditional shaft. carrying scaning is connected through a suitable clutch to a. cruising turbine, by which means four speed ratios are available, and means are provided for obtaining an eiiicient range of expansion at all powers.

In carrying the present invention into ef shownin Fig. 1. and applied to the case of a single propeller shaft installation, a high pressure turbine at and a low pressure tun hine Z) are provided. The low nressure turbine is mounted co-axially with the propeller shaft 0 which latter constitutes a final.

driven member. The high pressure turbine is situated adjacent to the low pressure tur-' hcei. The fuii so or pemuuucutiy connected to iow prcssurs ion g und turbine rotor Upon the shaft 55 oiitiie high pressure tur bine; or upon-s11 cmcssiou of this siss -it, tvyc gear pinious f and g are mounted, one n engagement with, thc iuii power gear Wheel; the other in eug: gcnucnt with tho low po'wcxf gem: Wiice'i, I

A clutch it is provided between the two gear Whccis such that ililfl iOW power wiieci. e may be connected to or disconnected. from tho propeiisr shaft While tho iow pressure.

turbine rotor 3' may 10c concocted to or disconnected. from tho .propciics shaft.

A clutch is is rovided between the two pinious on the high pi'ossusc tu 'binc shaft but the low T weipinion 9' can ted from the turbine. The pinion; t I JWQI' wheei may he germ .uestiy cou oied to the shaft of tho hi xh picsiurc tuzfiuuei Undo mu powei" conditions the low pressure turbine rotor connected to the pro-- policy siisit and ti iow power gear heel 8 is disconnected from the propciler shaft, and the iow power pinion g is preferably disconnected from the high pressure turbine shaft Steam is admitted toths high pressure turbine by the conduit 1, from whence it passes by conduit 2 to the low pressure turbiuc, sud tho condenser.

Under u): conditions this iow turbine time propciicr shaft 0 dircctig "-igii pressurc turbine a dri shaft through sing-1c reduc w ma gearing provided by the I pinion and gear wiicei d. Under" low power conditions the iow power gear Wheel 8 is connected to the pro pciici' shaft, and. tho 10W pressure tufbinc rot r j is disconnected from the propeller wiiiiethc low power pinion g is conthc shaft .5 of the high pressure b'tcuuo is stimittcd to tile iiigh pressurc turbine and passes to the low pressure turbins and tiieucc "to the condenses The high pros-sun's turbine c drives the propciicr shui through the ion power piuwiici-i a suid pinio'us 5 1nd c cm 1 cmuisi'y guzzling; wizi e the low msssuyc iuromc 1) drives the propeller shaft through Hm iu li power or primary and low powcrcy secondary gearing d, f, and. 1, 6 in series. 1

Owing); to the difl'crvncc in dizuuctcr of the two gcur u'iiccis 17/ and 0 upon tiic propeller simit and the two pinions f sud f] cnguging with them, tiic higiyand iow pressure tulc" biucu thus ut ic'ur'nmvcr drivc the propeller summit sir through tisnsmission giving a differ on utio to that ci'opioycd at full powcr.

Further, it is to be noted that under icw powci; conditions the low prcssurs turbine di'ivcs through two gear airs in series, while at full power it drives d ircctiy.

According to an. alternative arran sment, cruising stage is fitted to the big pressure turbine i 121 s modified construction. (sac Fi 2) the same parts are provided as in the rst described forms! Fig. 1) with the addition of a cruising turbine m arranged with its pinion o in engagement "with tho full wer pinion y of the high pressure tu... .iue. he clutches it and is already described are provided in this modification, and an additional clutch 0 may be provided hct'ween the high pressure turbine uud its foil power pinion f, while a ciutch provided between the cruising turbine and its pinion n. m

Under full power conditions the cruising turbine is disconnected and the installation operates in the first described form.

Undies iow power conditions, the cruising turbine is connected to its pinion n, and the high pressure turbine disconnected from the pinion by tho clutch 0.

. Steam is admitted to the cruising turbine by the conduit 3, from whence it passes by the conduit 4 to the low pressure turbine. in this modification the high pressure turbins c remains stationary under low power conditions According to a, second modification (see Fig. 3), instead of the iow pressure turbine (3' being mounted cosxisily with the propel- Ber siiuft it may be located to one side of the pi'opciior shaft and geared to'thc full power 'Whcei through a suitable pin ion q. in this n'iodificution at full powers both the high and low pressure turbines opei-sts the propeller shaft through single reduction'gcsring f, d, and 9', (Z, While at low powers the high pressure turbine a operates throughlsingie reduction gearing c, givmgu d1 jei'eut ratio to that-obtaining at .iiigii pmvcrs while the low pressure turbine 1) opciuics tiu-ough three gear pairs 9, (1; id, f; and y], can series.

According to a third modification (see Fig. i) two gear whceis d and e are provided upon the propciicr shaft 0 as in tho second modi icstion (Fig.

High prossurc a, intel'n'lcdiuts prcssurc '2'- The shaft of the low Figs. and 6) in which four speed ratios are available, two gear wheels cl, e, are pro vided upon the propeller shaft 0, as in the second modification (Fig. 3).

The spindles of the high pressure and low pressure turbines a and b are both extended and each carries two pinions f and q engaging thefull power gear wheel d,'and g and g the low power gear wheel (2' Clutches 7a and k are provided on each of the turbine shafts between the pinions on those shafts. A further additional shaft .9 is provided carrying a Wheel and pinion o, the wheel 10 engaging with the full power gear wheel and the pinion 'v engaging with the low power gear wheel. A clutch in is provided on this shaft between the wheel and pinion. Under full power conditions the full power gear wheel d is clutched by h to the propeller shaft 0 while all the remaining clutches are opened. Under these conditions the high pressure and low pressure turbines drive the propeller shaft through single reduct on gearing f, (Z; q, d; as in the second modifica-g tron.

Under the lowest power conditions the full power gear wheel (Z is disconnected from .the shaft 0, andthc low power gear wheel a connected to the propeller shaft 0. The clutch is between the pinions on the high pressure turbine shaft is closed while the clutch 0 between the pin-ions on the low pressure turbine shaft operated to disconmeet 1 from the shaft of b and the clutch w on the additional shaft is opened. Under these conditions the power of a and 7) is transmitted to the low power gear wheel 6 through the pinion g on the high pressure turbiie shaft.

ll 9 the lower intermediate power conditions the full power gear wheel (Z is disconnected from the propeller shaft 0. and the low ower gear wheel 2 connected to the propeller shaft. The clutches 7c and between the pinions on the shafts of the furbines are opened while the clutch to between the wheel and pinion on the additional shaft a is closed. Under these conditions the high and low pressure turbines drive on to-the full power gear wheel d from which the drive is transi'nitted to the low power gear wheel 0 through the wheel u and pinion o upon the additional shaft .3.

Under the higl'ier intermediate power conditionsthe clutch 10 upon the additional shaft is opened and the clutch 7i between the pinions on the high pressure turbine shaft is opened. while the clutch in between the pin- .ioas on the low pressure turbine shaft is closed. Under these conditions the power of a, and Z is transmitted to the propeller shaft through the low power gear wheel 6 and the pinion Q on the low pressure turbine shaft.

t will be understood that the full power gear wheel d upon the propeller shaft operates at .low power conditions as an idle wheel. Y

According to a fifth modification (see Fig. 7) high and low pressure turbines a and b and a gear wheel d are provided,

the gear wheel being mounted 'on a shaft coaxial with the propeller shaft 0. Rotatably mounted upon the gear wheel shaft 0 is a pinion a2. Adjacent to this pinion a second gear wheel 6 is freely mounted upon the propeller shaft 0.

An additional shaft 8' lying parallel with the propeller shaft carries a wheel and a pinion, the wheel a engaging with the pinion a". upon the gear wheel shaft and the pinion o with the second mentioned Wheel e upon the propeller shaft.

Suitable clutch means h and h are provided between the pinion w on the gear wheel shaft and the second mentioned wheel 0' upon the propeller shaft.

Under full power conditions the gear wheel shaft 0' clutched to the propeller shaft 0 by drawing the parts it and lo into.

engagement (see Fig. 7). Consequently the high and-low pressure turbines drive the propeller shaft 0 through single reduction gearing formed of the pinions f and g @011 their spindles and the first mentioned gear wheel ,d. r

Under low power conditions the gear wheel shaft 0 is disconnected from the shaft 0 by separating the parts 70 and h, the sec- 0nd mentioned gear wheel 6 upon the propeller shaft-is clutched to that shaft by the part it and the gear wheel as to the shaft 0' by the part 72 (see Fig. 7). Under these conditions the turbines drive through two sets of gearing in series, namely, through the pinions f and g on their shafts to the first mentioned gear wheel (1, thence from the pinion w on the gear wheel shaft 0' to the gear Wheel 14' upon the additional shaft 8 and from the pinion o On the additional shaft back to the second mentioned gear wheel 0' upon the'propeller shaft c.

It will be-secn that the arrangement is such that the direction of rotation of the propeller shaft 0 remains the same under both power conditions and the gears e, o a and m are at rest at full power.

According to a sixth modification (see Fig. 8) two gear wheels (Z and e are provided upon the propeller shaft 0 with clutch meanswhereby either can be connected to the shaft.

I High and low, pressure turbines a and b are provided gearing with one of the gear wheels, namely, the full power gear Wheel d, through suitable pinions f and q. An additional shaft 5 carrying a gear wheel and pinion with a clutch-w between them is mounted parallel with the propeller shaft. A gear wheel a upon this shaft engages the full power gear. wheel cl :vrhile the pinion a) engages the low power gear Wheel. 0 upon the pro eller shaft.

Under full power conditions the full. power gear Wheel 01 is connected with the propeller shaft 0 and the low power gear ivheel c disconnected, and the clutch w upon the additional shaft is opened. The turbines thus drive the propeller shaft through single reduction gearing, f, 0!); 5;, oh

Under low power conditions the full power gear wheel (Z is disconnected from, and the low power gear wheel 6 clutched to, tln; propeller she ft (2, and the clutch w upon the additional shaft is closed. Under these conditions the turbines drive, the propeller shaft 0 through two gear trains in series, namely, through their pinions f and g to the full power gear Wheel (Z from which the drive is taken through the additional shaft 8 to the low power gear wheel 8 Inounlnd upon the propeller shaf According to an alternative construction (see Fig. 9) the place of the high pressure turbine a in the last modification (Fig. 8) may be taken by an intermediate pressure turbine/1, while the high pressure turbine engages with the gear Wheel upon the. additional shaft through a suitable piniony" on its spindle. I

According to a seventh modification (see Fig. 10) as applied to a two-shaft installetion, one of the shafts c is furnished with turbines a and b, Tearing d, e, f, g, and clutches 7t, it, as in the first described form (Fig. 1) While the other shaft 0 is provided with a low pressure turbine b coaxial with the )10 ellcr shaft 0 and a hi h pressureturbine 0, alongside the propeller shaft and connected thereto through a single reduction gearing (l A clutch h is provided be" tween the low pressure turbine b and-the propeller shaft 0 and a clutch k between, the high pressure turbine 0, and its pinion f Upon the shaft of the pinion f of the high pressure turbine a? a gear Wheel 2 is provided with which the pinion n of a cruising turbine m, engages. A clutch 0 is provided between the last mentioned gear wheel 1 and the high pressure turbine pinion f Under full power conditions the cruising turbine gearing n. y, is disconnected, the high pressure turbines o: and 11 com'ieci'ed to their pinious fund f and thelow prcssure turbines 6,71, directly connected to their propeller shafts. The low power gear wheel 0 upon the first mentioned propeller shaft 1: is disconnected and the low power pinion 1 is disconnected from the high pres sure turbine 1;. Steam is :ulmitted by the conduit 1 to both high pressure turbines which exhaust by conduit to their low pmssurr turbines. The propeller shafts are their driven dim-Hy by the low pressure tur menses hines and by ti: crating through single 1 Under cruising conditions the c turbine is connected the end. in h propeller shaft and the in and low sure turbines of that shaft disconnected.

The low power gearing c, g, of the first mentioned propeller shaft connected up and live steam admitted by the conduit to the cruising turbine The exhaust from thecruising turbine passes by conduit at to the low pressure turbine ii upon the first mentioned propeller shaft. nuxiliury exhaust steam is led by con duit 5 to the high. pressure turbine c on the first mention-ed propeller shaft 0, and ex lmusts to the low pressure turbine upon the same shaft. Under these conditions one of the shafts c is driven-by the cruising 'turoine m oper;

sting through double reduction gearing, andv the other shaft 0 is driven by its main turbines operating through supplen'ientary gearing giving a, different ratio from that obtaining under full power conditions" The steam flow employed in this modifiow tion at low powers is similar to that disclosed in United States specification Serial No. 514%.

In cases Where auxiliary exhaust steam is ,not employed in the last described modification, the high pressure turbine a may be dis connected from its pinion g by a clutch. 0.

As an alternative, the cruising turbine m may operate through single reduction gearing. i

a. further alternative the cruising tur blue in may exhaust to the high pressures turbine a instead of the low pressure turbine 25 on'the propeller shaft 0.

As fit further alternative, the cruising tor bine 'Ht may exhaust to the'high pressure turbinc a upon its own propeller shaft 0 from which the exhaust passes to the low pressure turbine b on the other shaft 0, v

According to an eighth modification (see.

Fig. 11) as applied to a two-shaft insnlluturbines, gear Wheels-and clutches Slll'lllitl' to l to 'tion, one of the shafts c is provided with those provided on the second mentioned propeller shaft of the last described modification, except that the low pressure turbine Z1 is not coupled directly to the shaft 0, but gears with the wheel a? The other propeller shaft 0 is provided with turbines, gearing and clutches similer to those described with reference to the second modification already described. with referonce to Fig.

In this eighth niodilicntiui'i under cruising conditions steam is admitted to the cruising turbine m from whence it is exhausted to by the pinion the high pressure turbine a upon the other shaft by the conduit 1.

According to n ninth modification menses Fig. 12) as applied to a single shaft instalv lation, high and low pressure turbines and gearing similar to that described with reference to Figs. 5 and 6 is provided. The shaft sin this modification, however, is connected through a suitable clutch p with the cruising turbine m, and the cruising turbine and the high pressure turbines are provided with two inlet conduits, so arranged that the range of expansion in the turbines may be varied to meet the requirements of thevarious power outputs. At the lowest powers when the propeller shaft 0 is revolving at its lowest speed, the largest reduction ratio is employed by closing the clutches w and p,

and opening the clutches k and it, while the clutch k is operated to connect the low power gear wheel 6 to the propeller shaft 0. The range of ex ansion in the turbines is maintained by a mitting steam tothe first stage of the cruising turbine m by the connection 3.

At the next higher power the larger quantity of steam required is passed by admitting live steam to a later stage of the cruising turbine by the conduit 7, and the required. smaller reduction ratio suitable for this I power is obtained by closing theclutches p obtained by closing the lutch 70', opening and is, opening the clutches k and w and keeping the clutch h in the same position as at the lowest power.

At the next higher power the still larger quantity of steam required is passed by admitting live steam to the first stage of the high pressure turbine by the conduit 8. For this power the suitable reduction ratio is the clutches k and w and; maintaining the clutch 7min the same position as in the two previous powem. The cruising turbine is disconnected 'at this power by opening the clutch p.-

At full power the clutches 7c, is, w and p are all open and the low power gear wheel 5 is disconnected from the propeller shaft c and the full powerv gear wheel d is connected to the propeller shaft 0 by operating the clutch 7;. This set of clutch connections provides the least reduction ratio. Steam is admitted to the high pressure turbine behind the first stage by the conduit 9 by which means the maximum quantity of steam is passed through the turbines a, and b in series.

The turbines in all the forms described may be of the reaction or of the impulse type, or combinations of these types.

In some cases initial stages of the partial impingement type maybe provided such, for example, as are described in United States Patents 958,430. 972.907, 972.908, 986,942, 986,749, and British Specifications 2395/10, 22,969/10, and 9,005 of 1915.

such as are described in British Qlfatent Specification No. 8,980 of 1911.

Astern'turbines, either separate or inoor-i 1T porated in the casings of the .main turbines.

may be arranged to 'operate any or the propeller shafts.

The clutches employed in the installations described may be of the claw, friction, elec trical or any suitable type, They may be provided with operating mechanism by means of which the various clutches can be operated simultaneously when changing from one power to another.

It will be seen that in installations according to this invention, while difierent revolution ratios between the turbines and propeller shaft may be obtained with a small amount of gearing, the same speed relation between the various turbines is main wed under all power conditions.

Having now fully described and ztained our said invention, and the manner in which it is to be performed, we declare that what we claim is 1. A turbine installation -for ship propulsion comprising in combination a propeller shaft, high and low pressure turbine unitsadapted to drive said propeller shaft, reduction gearing between one. of said turbine units and said propeller shaft and secondary reduction gearing in series withsaid gearing at low powers. a

3. A turbine installation for ship propulsion comprising in combination a propeller shaft, high and low pressure turbine units, a primary gearing, a secondary gearing, said primary gearing driving said propeller shaft from said units at full power and said secondary gearing driving said propeller shaft from said units at low power, said secondary gearing being directly driven by a. member ofsaid primary gearing.

in testimony whereof we have aifixed our signatures.

CHARLES ALGEBHOBT PARSONS. RilBER'I. JOHN WALKER. Eli'nllhllll SMITH 000K. LOUIS HOETIHER BQUGLAS. 

